DE102018129996A1 - Drive shaft component and method for producing a drive shaft component - Google Patents

Abstract

The invention relates to a drive shaft component (50), connectable or connected to the drive side of a transmission (30) in a gas turbine engine (10), in particular an aircraft engine, characterized in that the drive shaft component (50) partially has an area (51) with fiber-reinforced plastic , The fibers (55) in this area (51) only at an angular range of +/- 40 ° to 50 °, in particular +/- 42 ° to 48 °, very particularly +/- 45 °, to the main axis of rotation (9) Drive shaft component (50) are arranged. The invention further relates to a method for producing a drive shaft component and a gas turbine engine.

Description

The present disclosure relates to a drive shaft component on the input or output side of a transmission in a gas turbine engine with the features of claim 1 and a method for producing a drive shaft component with the features of claim 14.

In gas turbine engines, particularly in fan gear engines of aircraft, epicyclic gear (planetary gear) are used to reduce the relatively high speeds of a turbine for driving a fan of the engine. Basically it is eg from the US 2009/0038435 A1 or the WO 2010/0666724 A1 known to use composite materials in connection with gears.

However, there is the task of providing drive shafts that can meet the special requirements of torque transmission in particular.

This task is addressed by a drive shaft component which can be connected or is connected to the drive side of a transmission in a gas turbine engine, in particular an aircraft engine. The drive shaft component has at least one area with carbon fiber reinforced plastic, the fibers in this area only, i.e. are arranged exclusively at an angular range of +/- 40 ° to 50 °, in particular from +/- 42 ° to 48 °, very particularly +/- 45 °, to the main axis of rotation of the drive shaft component.

Such a drive shaft component can also be used with the very high energy density, which results both from the weight requirements and from the very limited installation space that exist in gearboxes (e.g. a planetary gearbox) in gas turbine engines. There are also regularly very high mechanical loads, e.g. between -50 ° C to + 180 ° C, in a wide speed range and with high transmission loads. The structural diameter restrictions in combination with very high torques to be transmitted make very long tooth flanks necessary in the gearbox. In order to ensure an even tooth mesh, it is therefore necessary to combine very flexible, compensating components in addition to very rigid components. It should be noted that the fiber volume fraction can in principle be variable.

The subject matter of claim 1 has a very torsionally stiff and at the same time (in the axial and radial direction) flexible construction. This combination of properties is only possible in metallic construction with a large installation space and very high manufacturing costs, since a so-called bellows is required for the elasticity of the bend, which requires a large installation space due to its large outer diameter.

In one embodiment, a metallic insert is arranged at a load introduction point and / or a load discharge point (e.g. on a flange) of the drive shaft component. This enables a relatively high torque to be transmitted in the connection area.

In one embodiment, the fibers are at least partially designed as monolayers.

Furthermore, in one embodiment of the drive shaft component (e.g. a hollow shaft), a conical region can be arranged between the load introduction point and the load discharge point, which tapers in the axial direction from the load introduction point to the load discharge point. This means that the available space can be used well.

In one embodiment with a conical region, the fibers lie in the axial center of the conical region at an angular range from +/- 40 ° to 50 °, in particular from +/- 42 ° to 48 °, very particularly 45 ° to the main axis of rotation, whereby the angle increases towards a larger diameter and the angle decreases towards a smaller diameter. In particular, the fiber volume content remains at a maximum in the conical area, regardless of the angle of the fiber tray.

The drive shaft component, e.g. be designed as a hollow shaft, the wall thickness from the load introduction point to the load discharge point being constant or increasing.

In a further embodiment, additional layers of fibers, in particular load-adapted orientation, can be arranged in the load introduction area and / or the load discharge area of the drive shaft component.

The drive shaft component can in particular be designed as part of a drive shaft for a transmission (for example a planetary gear), ie the drive shaft component can be used in particular in a turbofan transmission engine.

In one embodiment, the fiber-reinforced plastic can have carbon fibers, metallic filaments, plastic fibers, in particular aramids and / or ceramic fibers.

In a further embodiment, a positive connection element, in particular for a polygon connection, is arranged at the load introduction point and / or at the load discharge point of the drive shaft component. This means that high torques can be transmitted to the transmission or released by the transmission. The positive connection element can be designed in the form of a profile of the outside of the drive shaft component. The profiling can e.g. be designed as a tooth pattern or a polygonal cross section. A metallic support element and / or a support element made of fiber composite material (e.g. with a 90 ° winding) can also be arranged inside the drive shaft component. To prevent shearing of profiled parts, e.g. Teeth, e.g. a biasing force is applied to the drive shaft component.

The task is also addressed in a method with the features of claim 15. Carbon fibers are introduced into a matrix in a region of the drive shaft component, the fibers in this region only (ie exclusively) at an angle range of +/- 40 ° to 50 °, in particular +/- 42 ° to 48 °, very particularly +/- 45 ° to the main axis of rotation of the drive shaft component. This angle of rotation can also be deviated from in other areas in the axial and / or radial direction.

The arrangement of the fiber can in particular take place as a laying down of the fibers without crossing points and / or minimal fiber undulation.

A winding process, a braiding process, a TFP process or a combination of the processes can be used to introduce the bevels.

Since fiber production processes can often produce rotationally symmetrical components efficiently, in one embodiment two symmetrical parts are produced during manufacture, which are then separated into two drive shaft components.

• ein Kerntriebwerk, das eine Turbine, einen Verdichter und eine die Turbine mit dem Verdichter verbindende Kernwelle umfasst;
• einen Fan, der stromaufwärts des Kerntriebwerks positioniert ist, wobei der Fan mehrere Fanschaufeln umfasst; und
• ein Getriebe, das von der Kernwelle antreibbar ist, wobei der Fan mittels des Getriebes mit einer niedrigeren Drehzahl als die Kernwelle antreibbar ist, wobei ein Antriebswellenbauteil nach mindestens einem der Ansprüche 1 bis 14 mit dem Getriebe verbunden ist, insbesondere auf der Abtriebsseite des Getriebes.

The task is also addressed by a gas turbine engine for an aircraft, which includes:

• a core engine including a turbine, a compressor, and a core shaft connecting the turbine to the compressor;
• a fan positioned upstream of the core engine, the fan including a plurality of fan blades; and
• a transmission which is drivable by the core shaft, the fan being drivable by means of the transmission at a lower speed than the core shaft, wherein a drive shaft component according to at least one of claims 1 to 14 is connected to the transmission, in particular on the output side of the transmission.

As stated elsewhere herein, the present disclosure may apply to a gas turbine engine, e.g. an aircraft engine. Such a gas turbine engine may include a core engine that includes a turbine, a combustor device, a compressor, and a core shaft connecting the turbine to the compressor. Such a gas turbine engine may include a fan (with fan blades) positioned upstream of the core engine.

Arrangements of the present disclosure may be particularly, but not exclusively, advantageous for transmission fans who are driven via a transmission. Correspondingly, the gas turbine engine can comprise a transmission which is driven via the core shaft and whose output drives the fan in such a way that it has a lower rotational speed than the core shaft. The input for the transmission can take place directly from the core shaft or indirectly via the core shaft, for example via a spur shaft and / or a spur gear. The core shaft may be rigidly connected to the turbine and compressor so that the turbine and compressor rotate at the same speed (with the fan rotating at a lower speed).

The gas turbine engine described and / or claimed herein can have any suitable general architecture. For example, the gas turbine engine may have any desired number of shafts that connect turbines and compressors, such as one, two, or three shafts. For example only, the turbine connected to the core shaft may be a first turbine, the compressor connected to the core shaft may be a first compressor, and the core shaft may be a first core shaft. The core engine may further include a second turbine, a second compressor, and a second core shaft connecting the second turbine to the second compressor. The second turbine, the second compressor, and the second core shaft may be arranged to rotate at a higher speed than the first core shaft.

With such an arrangement, the second compressor may be positioned axially downstream of the first compressor. The second compressor can be arranged to receive a flow from the first compressor (for example, to take up directly, for example via a generally annular channel).

The transmission may be configured to be driven by the core shaft configured to rotate (e.g., in use) at the lowest speed (e.g., the first core shaft in the example above). For example, the transmission may be configured to be driven only by the core shaft configured to rotate (e.g., in use) at the lowest speed (e.g., only the first core shaft and not the second core shaft in the example above) ). Alternatively, the transmission can be designed such that it is driven by one or more shafts, for example the first and / or the second shaft in the example above.

In a gas turbine engine described and / or claimed herein, a combustor may be provided axially downstream of the fan and the compressor (or compressors). For example, the burner device can be located directly downstream of the second compressor (for example at the outlet thereof) if a second compressor is provided. As another example, the flow at the outlet of the compressor can be supplied to the inlet of the second turbine if a second turbine is provided. The burner device may be provided upstream of the turbine (s).

The or each compressor (for example the first compressor and the second compressor as described above) can comprise any number of stages, for example several stages. Each stage can include a series of rotor blades and a series of stator blades, which can be variable stator blades (i.e. the angle of attack can be variable). The row of rotor blades and the row of stator blades can be axially offset from one another.

The or each turbine (e.g., the first turbine and the second turbine as described above) may include any number of stages, for example multiple stages. Each stage can include a series of rotor blades and a series of stator blades. The row of rotor blades and the row of stator blades can be axially offset from one another.

Each fan blade may have a radial span that extends from a foot (or hub) at a radially inner gas-swept location or from a 0% span position to a 100% span tip. The ratio of the radius of the fan blade on the hub to the radius of the fan blade on the tip can be less than (or on the order of): 0.4, 0.39, 0.38, 0.37, 0.36, 0 , 35, 0.34, 0.33, 0.32, 0.31, 0.3, 0.29, 0.28, 0.27, 0.26 or 0.25. The ratio of the radius of the fan blade at the hub to the radius of the fan blade at the tip can be in a closed range limited by two values in the previous sentence (i.e. the values can be the upper or lower limits). These ratios can be commonly referred to as the hub-to-tip ratio. The radius at the hub and the radius at the tip can both be measured at the front edge (or the axially most forward edge) of the blade. The hub-to-tip ratio, of course, refers to the portion of the fan blade over which gas flows, i.e. H. the section that is radially outside of any platform.

The radius of the fan can be measured between the centerline of the engine and the tip of the fan blade on its front edge. The diameter of the fan (which can generally be twice the radius of the fan) can be larger than (or on the order of): 250 cm (about 100 inches), 260 cm (about 102 inches), 270 cm (about 105 inches) , 280 cm (about 110 inches), 290 cm (about 115 inches), 300 cm (about 120 inches), 310 cm (about 122 inches), 320 cm (about 125 inches), 330 cm (about 130 inches), 340 cm (about 135 inches), 350 cm (about 138 inches), 360 cm (about 140 inches), 370 cm (about 145 inches), 380 cm (about 150 inches) or 390 cm (about 155 inches). The fan diameter can be in a closed range limited by two of the values in the previous sentence (ie the values can form the upper or lower limit).

The speed of the fan can vary during operation. In general, the speed is lower for fans with a larger diameter. For example only, as a non-limiting example, the fan speed under constant speed conditions may be less than 2500 rpm, for example less than 2300 rpm. Just as another, non-limiting example, the fan speed under constant speed conditions for an engine with a fan diameter in the range from 250 cm to 300 cm (for example 250 cm to 280 cm) in the range from 1700 rpm to 2500 rpm , for example in the range from 1800 rpm to 2300 rpm, for example in the range from 1900 rpm to 2100 rpm. Just as another, non-limiting example, the fan speed at constant speed conditions for an engine with a fan diameter in the range of 320 cm to 380 cm can be in the range of 1200 rpm to 2000 rpm, for example in the range of 1300 rpm rpm to 1800 rpm, for example in the range from 1400 rpm to 1600 rpm.

When using the gas turbine engine, the fan (with associated fan blades) rotates about an axis of rotation. This rotation causes the tip of the fan blade to move at a speed U _tip . The work performed by the fan blades on the flow results in an increase in the enthalpy dH of the flow. Fan peak load can be defined as dH / U _peak ² , where dH is the enthalpy increase (e.g. the average 1-D enthalpy increase) across the fan and U _{peak is} the (translation) speed of the fan tip, e.g. at the front edge of the tip , (which can be defined as the fan tip radius at the front edge multiplied by the angular velocity). Fan peak load at constant speed conditions can be more than (or on the order of): 0.3, 0.31, 0.32, 0.33, 0.34, 0.35, 0.36, 0.37, 0.38 , 0.39 or 0.4 are (all) units in this section are J kg ^-1 K ^-1 / (ms ^-1 ) ² ). The peak fan load can be in a closed range that is limited by two of the values in the previous sentence (ie the values can form upper or lower limits).

Gas turbine engines in accordance with the present disclosure may have any desired bypass ratio, the bypass ratio being defined as the ratio of the mass flow rate of flow through the bypass channel to the mass flow rate of flow through the core at constant speed conditions. In some arrangements, the bypass ratio can be more than (or on the order of): 10, 10.5, 11, 11.5, 12, 12.5, 13, 13.5, 14, 14.5, 15, 15, 5, 16, 16.5 or 17 are (lying). The bypass ratio can be in a closed range limited by two of the values in the previous sentence (i.e., the values can be the upper or lower limits). The bypass channel can be essentially ring-shaped. The bypass duct can be located radially outside the core engine. The radially outer surface of the bypass channel can be defined by an engine nacelle and / or a fan housing.

The overall pressure ratio of a gas turbine engine described and / or claimed herein can be defined as the ratio of the back pressure upstream of the fan to the back pressure at the outlet of the super high pressure compressor (prior to entry into the combustor device). As a non-limiting example, the total pressure ratio of a gas turbine engine described and / or claimed herein at constant speed may be more than (or on the order of): 35, 40, 45, 50, 55, 60, 65, 70, 75 (lie). The total pressure ratio can be in a closed range limited by two of the values in the previous sentence (i.e. the values can be the upper or lower limits).

The specific thrust of an engine can be defined as the net thrust of the engine divided by the total mass flow through the engine. Under constant speed conditions, the specific thrust of an engine described and / or claimed herein may be less than (or on the order of): 110 N kg ^-1 s, 105 N kg ^-1 s, 100 N kg ^-1 s, 95 N kg ^-1 s, 90 N kg ^-1 s, 85 N kg ^-1 s or 80 N kg ^-1 s are (lie). The specific thrust can be in a closed range limited by two of the values in the previous sentence (ie the values can form the upper or lower limits). Such engines can be particularly efficient compared to conventional gas turbine engines.

A gas turbine engine described and / or claimed herein can have any desired maximum thrust. As a non-limiting example only, a gas turbine, described and / or claimed here to produce a maximum thrust of at least (or of the order of magnitude): 160 kN, 170 kN, 180 kN, 190 kN, 200 kN, 250 kN, 300 kN, 350 kN, 400 kN, 450 kN, 500 kN or 550kN. The maximum thrust can be in a closed range limited by two of the values in the previous sentence (ie the values can be the upper or lower limits). The thrust referred to above can be the maximum net thrust under standard atmospheric conditions at sea level plus 15 ° C (ambient pressure 101.3 kPa, temperature 30 ° C) with static engine.

In use, the temperature of the flow at the inlet of the high pressure turbine can be particularly high. This temperature, which can be referred to as TET, can be measured at the exit to the combustion device, for example immediately upstream of the first turbine blade, which in turn can be referred to as a nozzle guide blade. At constant speed, the TET can be at least (or in the order of magnitude): 1400 K, 1450 K, 1500 K, 1550 K, 1600 K or 1650 K (lie). The constant speed TET can be in a closed range limited by two of the values in the previous sentence (i.e. the values can be the upper or lower limits). The maximum TET in use of the engine can be, for example, at least (or in the order of magnitude): 1700 K, 1750 K, 1800 K, 1850 K, 1900 K, 1950 K or 2000 K (lie). The maximum TET can be in a closed range limited by two of the values in the previous sentence (i.e. the values can be the upper or lower limits). The maximum TET can occur, for example, in a condition of high thrust, for example an MTO condition (MTO - maximum take-off thrust - maximum start thrust).

A fan blade and / or aerofoil of a fan blade described and / or claimed herein can be made from any suitable material or combination of materials. For example, at least part of the fan blade and / or the blade can be made at least partially of a composite, for example a metal matrix composite and / or a composite with an organic matrix, such as, for example, B. carbon fiber. As a further example, at least part of the fan blade and / or the blade can be made at least partly of a metal, such as. B. a titanium-based metal or an aluminum-based material (such as an aluminum-lithium alloy) or a steel-based material. The fan blade may include at least two areas that are made using different materials. For example, the fan blade may have a front protective edge that is made using a material that is more resistant to impact (e.g., birds, ice, or other material) than the rest of the blade. Such a leading edge can be made, for example, using titanium or a titanium-based alloy. Thus, as an example only, the fan blade may have a carbon fiber or aluminum based body (such as an aluminum-lithium alloy) with a titanium front edge.

A fan described and / or claimed herein may include a central portion from which the fan blades may extend, for example in a radial direction. The fan blades can be attached to the central section in any desired manner. For example, each fan blade can include a fixation device that can engage a corresponding slot in the hub (or disc). Such a fixing device in the form of a dovetail, which can be inserted and / or brought into engagement with a corresponding slot in the hub / disc for fixing the fan blade, can be present only as an example. As another example, the fan blades can be integrally formed with a central portion. Such an arrangement can be referred to as a blisk or a bling. Any suitable method can be used to make such a blisk or bling. For example, at least some of the fan blades can be machined out of a block and / or at least some of the fan blades can be welded, e.g. B. linear friction welding, attached to the hub / disc.

The gas turbine engines described and / or claimed herein may or may not be provided with a VAN (Variable Area Nozzle - nozzle with a variable cross-section). Such a nozzle with a variable cross section can allow the output cross section of the bypass channel to be varied during operation. The general principles of the present disclosure may apply to engines with or without a VAN.

The fan of a gas turbine, which is described and / or claimed here, can have any desired number of fan blades, for example 16, 18, 20 or 22 fan blades.

As used herein, constant speed conditions may mean the constant speed conditions of an aircraft to which the gas turbine engine is attached. Such constant speed conditions can conventionally be defined as the conditions during the middle part of the flight, for example the conditions to which the aircraft and / or the engine is exposed between (in terms of time and / or distance) the end of the climb and the start of the descent. will.

For example only, the forward speed at the constant speed condition at any point may range from Mach 0.7 to 0.9, for example 0.75 to 0.85, for example 0.76 to 0.84, for example 0.77 to 0 , 83, for example 0.78 to 0.82, for example 0.79 to 0.81, for example in the order of Mach 0.8, in the order of Mach 0.85 or in the range of 0.8 to 0, 85 lie. Any speed within these ranges can be the constant speed condition. In some aircraft, the constant speed condition may be outside of these ranges, for example below Mach 0.7 or above Mach 0.9.

For example only, the constant speed conditions may correspond to standard atmospheric conditions at an altitude that is in the range of 10,000 m to 15,000 m, for example in the range of 10,000 m to 12,000 m, for example in the range of 10,400 m to 11,600 m (approximately 38,000 feet), for example in the range of 10,500 m to 11,500 m, for example in the range of 10,600 m to 11,400 m, for example in the range of 10,700 m (approximately 35,000 feet) to 11,300 m, for example in the range of 10,800 m to 11,200 m, for example in the range of 10,900 m to 11,100 m, for example in the order of 11,000 m. The constant velocity conditions can correspond to standard atmospheric conditions at any given altitude in these areas.

As an example only, the constant speed conditions may correspond to: a forward Mach number of 0.8; a pressure of 23,000 Pa and a temperature of -55 ° C.

As used throughout, "constant speed" or "constant speed conditions" can mean the aerodynamic design point. Such an aerodynamic design point (or ADP - Aerodynamic Design Point) can correspond to the conditions (including, for example, the Mach number, ambient conditions and thrust requirement) for which the fan operation is designed. This can mean, for example, the conditions under which the fan (or the gas turbine engine) has the optimal efficiency by design.

In operation, a gas turbine engine described and / or claimed herein can be operated at the constant speed conditions defined elsewhere here. Such constant speed conditions can be determined from the constant speed conditions (e.g., mid-flight conditions) of an aircraft to which at least one (e.g., two or four) gas turbine engine (s) may be attached to provide thrust.

It will be understood by those skilled in the art that a feature or parameter described in relation to one of the above aspects can be applied to any other aspect, unless they are mutually exclusive. Furthermore, any feature or parameter described here can be applied to any aspect and / or combined with any other feature or parameter described here, if they are not mutually exclusive.

• 1 eine Seitenschnittansicht eines Gasturbinentriebwerks;
• 2 eine Seitenschnittgroßansicht eines stromaufwärtigen Abschnitts eines Gastu rb i nentriebwerks;
• 3 eine zum Teil weggeschnittene Ansicht eines Getriebes für ein Gasturbinentriebwerk;
• 4 eine perspektivische Darstellung einer ersten Ausführungsform eines Antriebswellenbauteils;
• 5 eine Schnittansicht einer Ausführungsform eines Antriebswellenbauteils gemäß 4;
• 6 eine Detailansicht einer Profilierung an der Lasteinleitungsstelle oder Lastausleitungsstelle;
• 7 eine Darstellung der normierten Biegesteifigkeit und der normierten Torsionssteifigkeit in Abhängigkeit vom Faserwinkel.

Embodiments will now be described by way of example with reference to the figures; in the figures show:

• 1 a sectional side view of a gas turbine engine;
• 2nd a side sectional large view of an upstream portion of a gas turbine engine;
• 3rd a partially cut-away view of a transmission for a gas turbine engine;
• 4th a perspective view of a first embodiment of a drive shaft component;
• 5 a sectional view of an embodiment of a drive shaft component according to 4th ;
• 6 a detailed view of a profile at the load introduction point or load diversion point;
• 7 a representation of the standardized bending stiffness and the standardized torsional stiffness depending on the fiber angle.

1 represents a gas turbine engine 10th with a major axis of rotation 9 The gas turbine engine 10th includes an air inlet 12 and a fan 23 that creates two air flows: a core air flow A and a bypass airflow B . The gas turbine engine 10th includes a core 11 which is the core airflow A records. The core engine 11 includes a low pressure compressor in axial flow order 14 , a high pressure compressor 15 , an incinerator 16 , a high pressure turbine 17th , a low pressure turbine 19th and a core thrust nozzle 20th . An engine nacelle 21st surrounds the gas turbine engine 10th and defines a bypass channel 22 and a bypass thruster 18th . The bypass air flow B flows through the bypass channel 22 . The fan 23 is about a wave 26 and an epicyclic planetary gear 30th on the low pressure turbine 19th attached and is driven by this.

The core airflow is in operation A through the low pressure compressor 14 accelerates and compresses and into the high pressure compressor 15 directed where further compression takes place. The one from the high pressure compressor 15 ejected compressed air is fed into the combustion device 16 directed where it is mixed with fuel and the mixture is burned. The resulting hot combustion products then spread through the high pressure and low pressure turbines 17th , 19th and thereby propel them before they provide some thrust through the nozzle 20th be expelled. The high pressure turbine 17th drives the high pressure compressor 15 through a suitable connecting shaft 27th at. The fan 23 generally provides the majority of the thrust. The epicyclic planetary gear 30th is a reduction gear.

An exemplary arrangement for a transmission fan gas turbine engine 10th is in 2nd shown. The low pressure turbine 19th (please refer 1 ) drives the wave 26 at that with a sun gear 28 of the epicyclic planetary gear 30th is coupled. Multiple planet gears 32 by a planet carrier 34 coupled to each other are from the sun gear 28 radially outside and comb with it. The planet carrier 34 guides the planet gears 32 so that they are in sync around the sun gear 28 orbit while enabling each planet gear 32 can rotate on its own axis. The planet carrier 34 is about linkage 36 with the fan 23 coupled, its rotation about the engine axis 9 to drive. An outer wheel or ring gear 38 that over linkage 40 with a stationary support structure 24th is coupled, is from the planet gears 32 radially outside and combs with it.

It is noted that the terms "low pressure turbine" and "low pressure compressor" as used herein can be understood to mean the turbine stage with the lowest pressure and the compressor stage with the lowest pressure (ie that they are not the fan 23 include) and / or the turbine and compressor stage by the connecting shaft 26 at the lowest speed in the engine (ie that it is not the transmission output shaft that the fan 23 drives, includes) are interconnected, mean. In some publications, the "low pressure turbine" and the "low pressure compressor" referred to here may alternatively be known as the "medium pressure turbine" and "medium pressure compressor". When using such alternative nomenclature, the fan 23 can be referred to as a first compression stage or compression stage with the lowest pressure.

The epicyclic planetary gear 30th is in 3rd shown in more detail by way of example. The sun gear 28 , the planet wheels 32 and the ring gear 38 each include teeth on their periphery to enable meshing with the other gears. However, for the sake of clarity, only exemplary sections of the teeth are shown in FIG 3rd shown. Although four planet wheels 32 are obvious to those skilled in the art that within the scope of the claimed invention, more or fewer planet gears 32 can be provided. Practical applications of an epicyclic planetary gear 30th generally include at least three planet gears 32 .

This in 2nd and 3rd epicyclic planetary gear shown as an example 30th is a planetary gear in which the planet carrier 34 over linkage 36 is coupled to an output shaft, the ring gear 38 is set. However, any other suitable type of planetary gear can be used 30th be used. As another example, the planetary gear 30th be a star arrangement in which the planet carrier 34 is held fixed, allowing the ring gear (or outer gear) 38 to rotate. With such an arrangement, the fan 23 from the ring gear 38 driven. As another alternative example, the transmission 30th be a differential gear that allows both the ring gear 38 as well as the planet carrier 34 rotate.

It is understood that the in 2nd and 3rd The arrangement shown is merely exemplary and various alternatives are within the scope of the present disclosure. Any suitable arrangement for positioning the transmission can be used only as an example 30th in the gas turbine engine 10th and / or to connect the transmission 30th with the gas turbine engine 10th be used. As another example, the connections (e.g. the linkage 36 , 40 in the example of 2nd ) between the gearbox 30th and other parts of the gas turbine engine 10th (such as the input shaft 26 , the output shaft and the specified structure 24th ) have some degree of stiffness or flexibility. As another example, any suitable arrangement of the bearings between rotating and stationary parts of the gas turbine engine may be used 10th (For example, between the input and output shafts of the transmission and the specified structures such as the transmission housing) can be used, and the disclosure is not limited to the exemplary arrangement of 2nd limited. For example, it is readily apparent to the person skilled in the art that the arrangement of the output and support rods and bearing positions in a star arrangement (described above) of the transmission 30th usually from those who exemplify in 2nd would be shown.

Accordingly, the present disclosure extends to a gas turbine engine with any arrangement of the transmission types (for example star-shaped or epicyclic planetary), support structures, input and output shaft arrangement and bearing positions.

Optionally, the transmission can drive secondary and / or alternative components (e.g. the medium pressure compressor and / or a secondary compressor).

Other gas turbine engines to which the present disclosure may apply may have alternative configurations. For example, such engines can have an alternative number of compressors and / or turbines and / or an alternative number of connecting shafts. As another example, in 1 shown gas turbine engine a pitch jet 20th , 22 on what that means is the flow through the bypass channel 22 has its own nozzle, that of the engine core nozzle 20th separately and radially outside of it. However, this is not limitative and any aspect of the present disclosure may apply to engines where the flow through the bypass channel 22 and the current through the core 11 before (or upstream) a single nozzle, which may be referred to as a mixed flow nozzle, may be mixed or combined. One or both nozzles (whether mixed or dividing stream) can have a fixed or variable range. For example, although the example described relates to a turbofan engine, the disclosure may be applicable to any type of gas turbine engine, such as a. B. in an open rotor (in which the fan stage is not surrounded by an engine nacelle) or a turboprop engine. In some arrangements, the gas turbine engine includes 10th possibly no gearbox 30th .

The geometry of the gas turbine engine 10th and components thereof are defined by a conventional axis system that has an axial direction (that is, on the axis of rotation 9 aligned), a radial direction (in the bottom-up direction in 1 ) and a circumferential direction (perpendicular to the view in 1 ) includes. The axial, radial and circumferential directions are perpendicular to each other.

In the 4th is a perspective view of a first embodiment of a basically rotationally symmetrical drive shaft component 50 shown. This drive shaft component, which is designed as a hollow shaft, is part of a drive shaft for the transmission 30th (please refer 1 ) formed, that is, the drive shaft component 50 is on the drive side of the gearbox 30th arranged.

The load transfer point 56 is involved - possibly with a more complex shaft arrangement - with the low-pressure turbine 19th (not shown here) connected. A metallic insert, indicated only schematically, is used for this purpose 53 . The load diversion point is axially further forward 57 that with the sun gear 28 of the transmission is connected. At the load transfer point 56 and the load diversion point 57 is a positive connection element 52 arranged in the form of a profile, which in 5 is shown in cross section.

The drive shaft component 50 has at least part of an area 51 with carbon fiber reinforced plastic, the fibers 55 in this area 51 only at an angular range of +/- 40 ° to 50 °, in particular +/- 42 ° to 48 °, but here +/- 45 °, to the main axis of rotation 9 of the drive shaft component 50 are arranged. In principle, other fibers (metal, ceramic, plastic, etc.) can also be used alone or in combination.

A structure which is flexible in the axial and radial directions is thus achieved, so that the drive train of movements of the transmission 30th is decoupled. The fibers laid at an angle of essentially +/- 45 ° 55 derive torsional loads efficiently. The fibers 55 are in each case stored as monolayers, the fibers being introduced into the matrix in particular without crossing, ie the fiber angle remains the same.

The angle measurement is carried out here using a projection of the fiber winding on the main axis of rotation 9 . The area 51 is to be understood here in axial extension. In alternative embodiments, individual layers can be laid essentially at +/- 45 °, while other layers have a different angle.

In the 7 and the following table shows the dependence of the standardized bending stiffness and the standardized torsional stiffness on the angle of the fibers.

In the angular range with a 5 ° deviation from the 45 ° angle is in 8th only a minimal influence on the torsional stiffness can be seen, but a clear influence on the bending stiffness. Thus, in the described embodiment, the bending stiffness can be determined over a wide range without influencing the torsional stiffness. The fiber volume content is linear for both sizes. Fiber angle in ° Standardized bending stiffness Normalized torsional stiffness + -40 ° 136.30% 97.40% + -45 ° 100.00% 100.00% + -50 ° 78.30% 97.40% + -55 ° 65.60% 89.70% + -60 ° 58.30% 78.10%

Various methods, which can also be combined with one another, can be used to produce such an embodiment. For example, a winding process, a braiding process, a TFP process (Tailored Fiber Process) or a combination of the processes can be used.

When using a braiding process, the fibers can 55 for example, can also be placed over paragraphs. An example of a combination of the methods is, for example, the use of a TFP preform, which is then overwound or braided.

In the embodiment shown here, the drive shaft component has 50 a length of 500 mm. The load transfer points and load transfer points 56 , 57 have diameters between 150 and 200 mm. Typically, such a drive shaft component transmits a torsional torque of 100,000 to 200,000 Nm, at a speed between 1500 and 3000 rpm. These figures are only to be understood as examples, since different design requirements also require a different dimensioning of the drive shaft component 50 require.

The drive shaft component 50 , especially the area 51 with fiber-reinforced plastic, is carried out in the embodiment shown essentially cylindrical with a circular cross section. Alternatively, it is also possible for part of the drive shaft component 50 is conical.

The embodiment according to 5 represents shows a sectional view through a bar introduction point 56 according to the in 4th illustrated embodiment.

Here is the drive shaft component 50 formed as a hollow shaft, which is made of fiber-reinforced plastic material. Inside the hollow shaft is a support element 53 , arranged for example in the form of a metallic ring.

The profiling on the outer circumference of the drive shaft component 50 at the load transfer point 56 or the load diversion point 57 is formed by filling elements 58 (please refer 6 ) on an inner envelope surface of the drive shaft component 50 are applied, the filling elements 58 then layers of fiber-reinforced plastic are overwound. In the illustrated embodiment, filling elements are exemplary 58 used with a circular cross-section, so that a wave-like outer contour is formed.

It is also possible that the fiber-reinforced plastic layers are wound on a core that has a polygonal cross section.

It is understood that the invention is not limited to the embodiments described above and various modifications and improvements can be made without departing from the concepts described here. Any of the features may be used separately or in combination with any other features, unless they are mutually exclusive, and the disclosure extends to and includes all combinations and subcombinations of one or more features described herein.

Reference symbol list

9

Main axis of rotation

10th

Gas turbine engine

11

Core engine

12

Air intake

14

Low pressure compressor

15

High pressure compressor

16

Incinerator

17th

High pressure turbine

18th

Bypass thrust nozzle

19th

Low pressure turbine

20th

Core thrust nozzle

21st

Engine nacelle

22

Bypass channel

23

fan

24th

stationary support structure

26

wave

27th

Connecting shaft

28

Sun gear

30th

transmission

32

Planet gears

34

Planet carrier

36

Linkage

38

Ring gear

40

Linkage

50

Drive shaft component

51

Area with fiber reinforced plastic

52

positive connection element

53

Support element, metallic insert

55

Fibers

56

Load transfer point

57

Load diversion point

58

Filling element

A

Core airflow

B

Bypass air flow

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• US 2009/0038435 A1 [0002]
• WO 2010/0666724 A1 [0002]

Claims (22)

Drive shaft component (50), connectable or connected to the drive side of a transmission (30) in a gas turbine engine (10), in particular an aircraft engine, characterized in that the drive shaft component (50) partially has an area (51) with fiber-reinforced plastic, the fibers (55) in this area (51) only under an angular range of +/- 40 ° to 50 °, in particular from +/- 42 ° to 48 °, very particularly +/- 45 °, to the main axis of rotation (9) of the drive shaft component ( 50) are arranged. Drive shaft component (50) after Claim 1 , characterized in that a metallic insert (53) is arranged at a load introduction point (56) and / or at a load discharge point (57) of the drive shaft component (50). Drive shaft component (50) after Claim 1 or 2nd , characterized in that the fibers (55) are at least partially designed as monolayers. Drive shaft component (50) according to at least one of the preceding claims, characterized in that a conical region is arranged between the load introduction point (56) and the load discharge point (57), which tapers in the axial direction from the load introduction point (56) to the load discharge point (57). Drive shaft component (50) after Claim 4 , characterized in that in the axial center of the conical area the fibers (55) at an angular range of +/- 40 ° to 50 °, in particular +/- 42 ° to 48 °, very particularly +/- 45 °, to the main axis of rotation (9) are arranged, the angle increasing in the direction of a larger diameter and the angle decreasing in the direction of a smaller diameter. Drive shaft component (50) after Claim 5 , characterized in that the fiber volume content in the conical area is also maximum regardless of the angle of the fiber tray. Drive shaft component (50) according to at least one of the preceding claims, characterized in that it is designed as a hollow shaft, the wall thickness being constant or the wall thickness increasing from the load introduction point (56) to the load discharge point (57). Drive shaft component (50) according to at least one of the preceding claims, characterized in that additional layers of fibers (55) are arranged in the load introduction area (56) and / or the load discharge area (57), in particular in a load-adapted orientation. Drive shaft component (50) according to at least one of the preceding claims, characterized in that the drive shaft component (50) is designed as part of a drive shaft for a transmission (30). Drive shaft component (50) according to at least one of the preceding claims, characterized in that the fiber-reinforced plastic comprises carbon fibers, metallic filaments, plastic fibers, in particular aramids and / or ceramic fibers. Drive shaft component (50) according to at least one of the preceding claims, characterized in that a positive connection element (52), in particular for a polygon connection, is arranged at the load introduction point (56) and / or at the load discharge point (57) of the drive shaft component (50). Drive shaft component (50) after Claim 11 , characterized in that the positive connection element (52) is designed in the form of a profile of the outside of the drive shaft component (50). Drive shaft component (50) after Claim 11 or 12 , characterized in that a metallic support element (53) and / or a support element (53) made of fiber composite material is arranged in the interior of the drive shaft component (52). Drive shaft component (50) according to at least one of the Claims 11 to 13 , characterized in that a biasing force is applied. Method for producing a drive shaft component (50) for the drive side of a transmission (30) in a gas turbine engine (10), in particular an aircraft engine, characterized in that fibers (54) are introduced into a matrix in an area (51), the fibers (55) in this area (51) only under an angular range of +/- 40 ° to 50 °, in particular +/- 42 ° to 48 °, very particularly +/- 45 °, to the main axis of rotation (9) of the drive shaft component (50 ) to be ordered. Procedure according to Claim 15 , characterized in that the fibers (55) are deposited without crossing points and / or minimal fiber undulation. Procedure according to Claim 15 or 16 , characterized in that a winding process, a braiding process, a TFP process or a combination of the processes is used to introduce the bevels. Procedure according to at least one of the Claims 15 to 17th , characterized in that in the axial center of a conical area the fibers (55) at an angular range of +/- 40 ° to 50 °, in particular +/- 42 ° to 48 °, very particularly +/- 45 °, to the main axis of rotation (9) can be arranged, the winding angle increasing in the direction of a larger diameter and the winding angle decreasing in the direction of a smaller diameter. Procedure according to Claim 18 , characterized in that the fiber volume content in the conical area, regardless of the angle of the fiber tray, is kept to a maximum. Procedure according to at least one of the Claims 15 to 19th , characterized in that two symmetrical parts are produced during manufacture, which are then separated into two drive shaft components (50). Procedure according to at least one of the Claims 15 to 20th , characterized in that the fiber-reinforced plastic has carbon fibers, metallic filaments, plastic fibers, in particular aramids and / or ceramic fibers. An aircraft gas turbine engine (10) comprising: a core engine (11) including a turbine (19), a compressor (14) and a core shaft (26) connecting the turbine to the compressor; a fan (23) positioned upstream of the core engine (11), the fan (23) comprising a plurality of fan blades; and a transmission (30) which can be driven by the core shaft (26), the fan (23) being drivable by means of the transmission (30) at a lower speed than the core shaft (26), a drive shaft component (50) according to at least one of the Claims 1 to 14 is connected to the transmission (30), in particular on the drive side of the transmission (30).

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